Rotary charge chamber



March 12, 1929; I -J, G, c, MANTLE 1,705,062

ROTARY CHARGE CHAMBER Original Filed June so, 1923 INVENTOR, J 6'.0.11m,

'ATTORNEY Patented Mar. 12, 1929.

JOSEPH G. C. MANTLE, OF LEONIA, JERSEY.

ROTARY CHARGE CHAMBER.

Original application filed June 30, 1923, Serial No. 648,783. Dividedand this application filed June 8, 1926. Serial No. 114,383.

This invention relates to internal combustion engines of either theexplosion or the continuous combustion type and, also, such as may beoperated as of either type.

It is a division, of my application for a patent on internal combustionengines, Se-

rial No. 648,783, filed June 30, 1923.

This invention is a rotary set of chambers into each of which, duringsuccessive com-j pressive strokes of the engine acharge of compressedworking fluid consisting of a1r and fuel or air alone, as the case maybe, is admitted from the compression chamber and from each of which,during successive strokes of the engine, a chargeis released to the.working chamber. The charge of compressed working fluid when releasedfrom its chamber may be in the same condition as when admitted or it maybe 1n any stage of its combustion. In other Words, a charge is admittedto one of the chambers during each compression cycle, and a charge isreleased from its chamber during each working cycle, the charge beingeither in the same condition as upon its admittance or in any stage ofcombustion. For convenience each of the chambers will be termed acharge-chamber. Each charge-chamber has an inlet and an outlet forcommunication with the outlet and inlet of the compression chamber and.the working chamber, respectively. with valves for opening and closingthe inlets and outlets of the charge-chambers, and the mechanismnecessary for their operation, and also to avoid theattendant noise ofthe same, the set of charge-chambers is continuously rotated by theengine, and while rotating the inlets and outlets communicate with theoutlet and inlet of the compression chamber and working chamber,respectively. This rotation is effectedby any suitable means inconnection with the engine crankshaft, and rotates twice or more timesto each rotation of the crank-shaft in accordance to the number ofcharge-chambers contained in the set. The set of charge-chambers isapplicable to all engines which have separate compression and workingchambers, and also to such engines wherein the compression and expansionof the working fluid is effected on opposite faces of a piston in onechamber serving both as a compression'ch'amber and a working chamber.

To dispense One of the several uses or objects of this lnvention is itsembodiment in a very high speed and noiseless engine which may beoperated on the continuous combustion plan and having a working cycleextending through both strokes of the pistons operating but a singlec'rank.

This invention will now be described in reference to the drawings:

Figure 1 is a longitudinal sectional elevation of a tandem engineembodying a set of charge-chambers, I

Figure 2 is a transverse section through the inlets of a set ofcharge-chambers, on the line 2-2 of Figure 1.

Figure 3 is a transverse section through the outlets of the same set ofcharge-chambers, on the line 3-3 of Figure 1.

Figure 4 is a transverse section on the line l-4 of Figure 1, throughthe portion of a rotary valve which opens and closes the inlet of thecompression chamber.

F1gurc 5 1s a transverse section on the line 5-5 of Figure 1 through theportion of a rotary valve which opens and closes the exhaust outlet.

Figure 6 is a transverse section on the line 6-6 of Figure 1, throughthe inlet and outlet of the auxiliary working chamber.

Figure 7 is a transverse section on the line 77 of Figure 1, through theoutlet of the working chamber and through. the portion of a rotary valvewhich opens and closes that outlet.

Figure 8 is a transverse section through the inlets of a set of threecharge-chambers.

Figure 9 is a transverse section through the outlets of the same set ofthree chargechambers.

Figure lOis a transverse section through the inlets of another set oftwo charge chambers- Figure 11 is a transverse section through theoutlets of the preceding set of two charge-chambers.

Referring to Figure 1: zand-y are two cylinders in tandem having pistonsP and Q, rigidly connected by the piston rod S. piston Q, carries awrist pin f by which a connecting rod 0 connects the piston Q to thecrank pin a of the crank-shaft I) of the engine. Connected with cylindery are two cylindrical chambers d and 6. Cylinder-g and chambers (Z and ehave a com- .cured to a shafts.

mon cover 9, which is provided with an inlet I opening to chamber e. Thechamber 6 has an outlet X serving as the exhaust outlet of the engine.Chamber 6 is provided with arotary valve h having portions, adapted toopen and close communication between the cylinders z and y through thechamber a, to open and close communication outlet j of the cylinder 3and with an outlet for communication with the inlet is of the cylinder2, during the rotation of the set of charge chambers see Figures 2 and3). A preferred form comprises a hollow cylindrical body i provided atits inner cylindrical portion with chambers R and L extending upwardlyand downwardly in a spirally. disposed manner and terminating in theaforementioned inlets and outlets, re-

'spectively. Connected to the lower end of body 2' is a rod Z on thelower end of which is secured a worm-wheel m, meshing with a worm asecured to a shaft 0. Similarly, to the lower end of the rotary valve his a rod on the lower end of which is secured a worm-wheel (1 meshingwith a. worm 9* se Secured to the shafts 0 and s, and the crank-shaft bare chainwheels '26 connected together by a chain 25. The gears m andalso 01. and the gears g and 1" are so relatively proportioned, 'mto nand q to 7, that to each two rotations of the crankshaft 6 there are tworotations of the valve 5 other of the charge-chambers to the cylinder hbut only one rotation of the body 2'; i In other words, one rotation ofthe crank-shaft imparts'one rotation to the valve, but imparts onlyone-half of a rotation to the set of charge-chambers. Consequently,during each compression stroke (upward stroke) one or the other of thecharge-chambers is charged with compressed working fluid from thecylinder 3/ above the piston P through its outlet y, and during eachworkingstroke (downward stroke) a charge of compressed working fluid isreleased from one or the a through its inlet is. The space in cylinder 3above the piston P serves as the compres-f sion chamber the space incylinder 2 above the piston Q, serves as the working chamber, and thespace in cylinder 3/ below the piston P serves as an auxiliary workingchamber.

There is a one stage compression cycle, and a two stage working cycle;during the first stage of the working cycle vthe working fluid expandsbetween the upper end of cylinder 2 and the top of piston Q; during thesecond stage it expands between the top of piston Q, and the bottom ofpiston P, the valve h then being in position permitting its passage fromcylinder 2 to cylinder 3 and the outlet of a charge-chamber is open tocylinder .2 during both of the stages.

. The action of the valveh is as follows: the portion it closes theoutlet of cylinder 2 shortly before the commencement of the downwardstroke and opens it shortly before the end of the stroke, and closes itshortly before the end of the upward stroke, and thus confines a portionof the-working fluid to cushion the piston Q. The portion on closes theexhaust outlet X shortly before the end of the downward stroke and thusconfines a portion of the working fluid to cushion the, piston P and itopens the exhaust outlet X shortly before the end of the upward stroke.The portion it closes the inlet of cylinder 3/ shortly after thecommencement of the upward stroke and opens it at an early part of thedownward stroke.

The action of the set. of charge-chambers is as follows: Referring tothe position of parts as shown in Figure l, a charge of compressedworking fluid was admitted from the compression chamber intocharge-chamber R during the preceding upward stroke and its inlet closedto the compression cham ber immediately before the end of that stroke.By inspection of Figures 2 and 3, it will be seen that'its outlet isclosed, but is aboutto open to the working chamber. Remembering that theset of charge-chambers rotates through only 90 while the crank-shafrotates through 180, it will be seen that uring the early part of thenext upward stroke the charge-chamber L will be open to the compressionchamber and at the end of that stroke the charge-chamber L will occupythe position shown of chargechainber R. It will also be seen that eachcharge is confined in its charge-chamber for the duration ofbut a verysmall part of a rotation of the crank-shaft. In other words, the chargeis released almost immediately after its closure in its charge-chamber.

But a set of chargeechambcrs may consist of'three or morecharge-chambers, as shown in Figures 8 and 9, which shows correspondingsections to Figures 2 and 3 of a set of three charge-chamberssubstituting them. Inthis case the-gears m and 11, are so proportionedthat the body 11 rotates through 120 while the cranleshafts make onerotation. Referring to Figures 1, 8 and 9, a charge was admitted tocharge-chamber R during the preceding upwardstroke and is confined inits charge-chamber. It will be seen that its outlet (see Figure 9) willnot open to the working chamber until it has. rotated through 120. Inother words, it is confined in its chargechamber for the dura tion of arotation of the crank-shaft. As the inlets and outlets of the threecharge chambers are equally spaced around the center of rotation it isalso true in respect to the other charge-chambers. Also, it is obviouswith a setof charge-chambers comprising a still greater number andhaving a correspondingly less angular movement relative to that of thecrank-shaft that each charge is confined during a relatively greaterangular movement of the crank-shaft.

The set of charge-chambers has now been described in its application toengines wherein the termination of the compression stroke is synchronouswith the commencement of the working stroke, and it will now bedescribed in its application to engines wherein the commencement of thecompression stroke is synchronous with the commence-- ment of theworking stroke. Figure 10 is a section through the inlets of a set ofchargechambers as in Figure 2 except that the pis ton effecting thecompression stroke is at the commencement instead of the termination ofits stroke. Figure 11 is a section through the outlets as in Figure 3with the piston effecting the working stroke at the commencement of itsstroke. The set of charge-chambers hasan angular movement of one-halfthat-of the crank-shaft as already described in reference to Figures 2and The inlet of charge-chamber R is about to open to the compressionchamber of the piston of which is at the commencement of its compressionstroke and the outlet is already closed to the working chamber thepiston of which is also at the commencement of a Working stroke. Duringthis compression stroke the inlet of the chargechamber R will receiveand confine a charge of compressed working fluid. The following edge onof the inlet and the leading edge as of the outlet will rotate through90 and by that amount be in a position beyond that shown in Figures 10and 11. At the end of the next 90 of movement the following edge to andthe leading edge :2 of the chargechainber R'will occupy the positionsshown in Figures 10 and llof charge-chamber L. Therefore, the charge wasconfined in charge-chamber R during 90 of its angular movement whichamounts to one-half of a rotation of the crank-shaft. -As the inlet andoutlets are equally spaced around their center of rotation this is alsotrue of charge-chamber L.

Now the speed of an internal combustion engine is dependent upon thespeed'of combustion of the compressed working 'fluid. In an explosionengine the combustion is started by igniting the compressed workingfluid, and in a continuous combustion engine by adding the fuel to thecompressed working fluid, and in either type by the use of well knownmeans, viz; by an ignition plug or a fuel nozzle attached to. andoperating through a hole in the working chamber of the engine. This maybe done through the hole V shown in Figure 1. By inspection of Figures3, 9 and 11, it will be seen that there is provided in connection withthe set of charge-chambers a hole '0 adapted for the attachment ofeither the well known ignition plug or the well known fuel nozzle, andthrough which hole the combustion of the compressed working fluid may becom menced and even completed during its rotation and confinement in itschargechainbcr prior to its release to the working chamber. With eithera slowly igniting mixture or, in a continuous combustion engine, this isa great advantage for the speed of the engine is not then limited by thespeed of combustion. It has been shown that the duration of itsconfinement may be increased without decreasing the angular velocity ofthe crank-shaft and that a charge of compressed working fluid may beconfined in its charge-chamber during any number of strokes of thepiston in accordance to the number of -charge-chanibers comprised in theset of the same.

The ,set of chambers may also be used in an engine which may be operatedeither as an explosion or as a continuous combustion one. The essentialdilference in the operation of the two types is the degree ofcompression of the working fluid and this is determined by the relativecubical capacity of chargeschamber and compression chamber. The chamber(l is adapted for the iiiterchange of sets of charge-chambers havingdifferent cubic capacity. Also, the chargechambers, by mere mechanicalskill, may be so constructed that their cubical capacity may be readilychanged. Also, in the holes at or V either the well known ignition plugsor fuel nozzles along with their accessories may be used as desired.

Having thus fully described the invention, what I claim as new anddesire to secure by Letters Patent is:

i 1. In an internal combustion engine of the type wherein areciprocating piston imparts a rotary motion to the power shaft of theengine, a compression chamber and a working chamber having at commonaxis, a piston in each ofthe said chambers and making strokes, inunison, alternately in direction to and from the said power shaft,

' a plurality of charge chambers each adapted to contain and confine acharge of working fluid, means by which, during each stroke in the samedirection of the said pistons, a charge of working fluid is compressedfrom the said compression chamber and confined in one of the saidplurality of charge chambers, and also into each of them,'successively,during successive strokes in the same direction of the said pistons, andmeans by which, during each stroke in the same direction of the saidpiston, a charge of working fluid is released from one of the saidplurality of working chamber having a common axis, a

piston in each of the said chambers and making strokes, in unison,alternately in direction to and from the said power shaft, a pluralityof charge chambers each adapted to contain and confine a charge ofworking fluid, means by which, during each rotation of the said powershaft, a charge of working fluid is compressed from the said compressionchamber and confined in one of the said plurality of charge chambers,and also into each of them, successively, during successive rotations ofthesaid power shaft, and means by which, dur'ing'each rotation of thesaid shaft, a charge of working fluid is released from one of the saidcharge chambers into the said working chamber, and also from each ofthem, successively, during successive rotations of the said power shaft,the said plurality of, charge chambers rotating as a body and on an axissubstantially parallel to the common axis of the said compression andworking chambers.

3. In an internal combustion engine of the type wherein a reciprocatingpiston imparts a rotary motion to the power shaft of the engine, acompression chamber and a working chamber having a common axis, a pistonin each of said chambers and making strokes, in unison, alternately indirection to and from the said power shaft, a plurality of chargechambers each adapted to contain and confine a charge of working fluid,means by which, during each rotation of the said power shaft, a chargeof working fluid is compressed from the said compression chamber andconfined in one of the said,- plurality of charge chambers, and alsointo each of them, successively, during successive rotations of the saidpower shaft, and means by which, during each rotation of the said powershaft a charge of working fluid, is released from one of the saidplurality of charge chambers into the said working chamber, and alsofrom each of them, successively, during successive rotation of the saidpower shaft, the said plurality of charge chambers rotating as a bodyand making not more than one rotation'to each two rotations of the saidpower shaft.

4. In an internal combustion engine of the type wherein a reciprocatingpiston imparts a rotary motion to the power shaft of the adapted tocontain and confine a charge of working fluid; means by which, duringeach stroke in the same direction of the said piston, a charge ofworking fluid is compressed from the said compression chamber andconfined in one of the said plurality of charge chambers, and also intoeach of tliem successively, during successive strokes in the samedirection of the said piston, means by which, during each stroke in thesame direc- .tion of the said pistons, a charge of working fluid isreleased from one of the said plurality of charge chambers into the saidworking chamber, and also from each of them, successively, duringsuccessive strokes in the same direction of the said piston, and meansby which each charge of working fluid is confined in its charge chamberfor a duration greater than that of one stroke of the said pistons.

5. In an internal combustion engine of the type wherein a reciprocatingpiston imparts'a rotary motion to the ower shaft of the engine, acompression ciiamber and a working chamb'erhaving a common axis, apiston in each of said chambers and making strokes, in unison,alternately in direction to and from the said power shaft, a pluralityof charge chambers rotating as a body and on an axis substantiallyparallel to the said common axis of the compression and working chambersand each of said plurality of charge chambers adapted to contain andconfine a charge of working fluid, means by which, during each rotationof the said power shaft, a charge of working fluid is compressed fromthe said compression chamber and confined in one of the said pluralityof charge chambers, and also into each of them, successively, duringsuccessive rotations of the said ower shaft,'means by which, during eacrotation of the said power shaft, a charge of Working fluid isreleasedfrom one of the said plurality of charge chambers into the said workingchamber, and also from each of them, successively, during successiverotations of the said power shaft, and means by which a combustion ofthe charge of working fluid is effected prior to its release to theworking chamber and during its confinement in its charge chamber.

6. In an internal combustion engine of the type wherein a reciprocatingpiston imparts a rotary motion to the power shaft of the engine, acompression chamber and a workin unison, alternately in direction to andfrom the said power shaft, a plurality of charge chambers rotating as abody and on an axis substantially parallel to the said common axis ofthe compression and working chambers and each "of said plurality ofcharge chambers adapted to contain and confine a charge of workingfluid, means by which, during each rotation of the said power shaft, acharge of working fluid is compressed from the said compression chamberand confined in one of the said plurality of charge chambers, and alsointoeach of them,

successively, during successive rotations of the saidpower shaft, meansby which, during each rotation of the said power shaft, a charge ofworking fluid is releasedfrom one of the said plurality of chargechambers into the said working chamber, and also from each of them,successively, during successive rotations of the said power shaft, andmeans by which the said release of the charge to the working chamber ismaintained during tWo successive strokes of the said pistons.

' In testimony whereof I have hereto signed my name this 7th day ofJune, 1926.

J ()S-EPH G. C. MAN TLE.-

